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Dec. 25, 1923. Re. 15,738

A. P. BRUSH TRANSMISSION MECHANISM FOR AUTOMOBILES Original Filed June '7. 1917 I5 Sheets-Sheet 1 whoa WWW; A,

757 firm M644 Lill -L am Dec. 25, 1923 Re. 15738 A. P; BRUSH TRANSMISSION MECHANISM FOR AUTOMOBILES Original Filed Jfine v. 1917 s Sheets-Sheet 2 nmntoc Q MIL/0M Re. 15,738 A. P; BRUSH IRANSMISSION MECHANISM FOR AUTOMOBILES Original e J e '7. 1917 s Sheets-Shet 5 smooth level road surfaces.

conditions of use some automobile builders Reissued Dec. 25, 1923 UNITED srn'res PATENT osmotic,

ALMS-DWI. F DETHUII, MICHIGAN.

. TBANfihE-IE-SIQH MECHANISM AUTBMGEILES.

To all whom it may concern:

Be it known that I, ALANSUN PQBnusri, a citizen of the United States of America, residing at Detroit, in the county of Wayne tain new and useful Im rovements in Transmission Mechanism or Automol'iiles o l" 'which the following is a specification, refer ence being had therein to the accompanying drawings.

' The invention relates to power transmiesion mechanism for automobiles; that is to say, to mechanism through which the rotary.

. motion may be transmitted to the driving 16 wheels of the automobile at several speed ratios in one direction or in the rection, as required.

The speed chan ing part of the trensrnission mechamsm'o automobiles which are in common'use, provide for one direct drive,

-'Which is substantially noiseless, and for several indirect drives, through gear trams,

which are noisyand therefore objectionablefor continuousdriving Designers of the :5 transmission mechanism for automobiles determine what. ge'erreduction is required as between'the engine and driringwheels for the ordinary use of the nutomohile haring in mind the power output of the engine;

0 and usually the driving pinion and the ring I gears of the dillerential mechanism-are made of/such relative size as. to effect the deter mined gear reduction when the power: is

transmitted directly through the change s d gearing instead of through some speed c angmg gear trains thereof. The gear reduction determined upon and provided for under these conditions is always a com-- promise such as'will impart to'the car a wide range on the direct. But obviously gear reduction which will permit a car to travel over bad roads, and up small hills on direct, is too great for highest efiicienoy on a car which habitually travels over To meet such "provide the speed changing gearing; with a gear train which increases instead of decreases the gear ratio; but this is objectionable because noisy.

The. chief object of this invention provide an automobile with two silent ratio changing mechanisms each suitable for continuous use. Another object is to con-' veniently group the essential parts of such reverse dilike that is to may be assembled and disassembled and taken care of generally with ease and at "minimum cost. 5 and State of Michigan, have lnvented cer- The invention consists in the construction and combination of parts shown in the Appllcation for v drawing, hereinafter described and pointed out definitely in the appended claims, in the drawings: i Figure 1 is a sectional plan View" of the transmission mechanism in which the pres ent invention is embodied;

Figure 2 is a sectional side elevation; Figure 3 is a front end view when the deriw is turned on its side; and Figure 4 is a front end VlBW when the on plate 18 is removed.

eferring to the parts hv reference char acters, 10 represents the hollow frame niembend the rear axle of an automobile. This hollow axle frame member is substantially which is shown in my prior Patent l'lo; 1,168,%5., in that it'is composed ottwotubules and members 10*, and an inter-me diets annular member l0, which is located between and is rigidly secured to said members The intermediate member 16* is; however, formed with. an integral forwardly.

projecting gear casing 16, the front endo oi which is closed by a removahle'plute 18;

Within the hollow axle frame Inemher the differential gearing is mounted-in proper relation to the two alined live axle shafts 13 Thisdillerential gearing includes a rotary gear housing'or drum 14-, and suitable gearing therein of well known or any suit this construction for transmitting from said 1 housing to the live axle sections 13 properly diil'erentisted rotary motion. This gear housing is grovidedwith' bevel ring gear 15 by wlnc it may be rotated through the mechanism now to he described.

Withinthe gear case 16 two shafts 20 and 30 are mounted in parallel relations, and

u on suitable anti-friction hearings. Each s aft has two'hesrings, carried by the removable plate 18., one h an integral partition ll), Within the casting that forms the rneruher'lfl" and the gear case 16. This partition etil-is formed with two sleeves 40 and 40*, and the plate 18 is formed with two sleeves 18* and 18'". The outer rin. 44: of the front ring hearing of shaft 20 lsfitlifid within the sleeve 18, and the outer ring 15 of the tear ring'hearing of the shaft 20 is of the front ring bearing of the shat. 30 is tittedand fixed in the sleeve 18" while the outer ring: -17 of the-rear ring hearing is slidahl titted within the sleeve it). The front end of the shaft 20 projects out of the case 16. through a removable cap plate 15 secured over the front end thereof; and

it is to this projection front end that motion must be transmitted through any appropriate nicchanisnn of which a great variety is known in this art, from the motor shaft. This shaft 20. therefore, becomes the driving shaft of this transmission mechanism. The shaft30 is an intermediate shaft, that is to say. it is intermediate of this driving shaft 20 and thc'differential gear housing 14;, which it is provided for turning. The rear end of the shaftv 30 projects into the hollow frame member 10 and carries a bevel pinion. 31 which is in constant mesh with the bevel ring gear 15 Two silent spiral gears 31 and 32 are fixed to the shaft 30. These are of different diameters. and they respectively mesh with two similar gears 21 and 22, which are rotatably mounted upon the shaft 20 in such positions that they will always be in mesh with the gears 31, 32. Clutch mechanism is provided whereby either-of the gears 21,22, may beclutched to the driving shaft 20; wherefore,

the intermediate shaft will be turned, and at high driving speed if it he the gear 21. which is clutched to the shaft 20, or at what is known as low driving speed. it it be the gear 22 which is clutched. to shaft 20.

-Ulditionally there is secured to the driving shaft 20- two spur gears 23, 24. A gear 34. is slidahly mounted upon the intermediate shaft 30, and has a. driving connection therewith. but may be moved endwisc along said shaft; and it is of such diameter that it may mesh with gear 23, whereby low speed Inotion will be transmitted from the driving shaft 20 to the intermediate shaft 3e,- and thence to the differential gear housing; ()1' this gear 34., by being moved rearwm'dly may he movedinto mesh with an idler gear 26 which in turn meshes with the near Bl, whereby reverse movement may be transmitted from shaft 20 to the intermediate shaft 30.

The particular clutch mechanism eniplo ggd comprises a sliding sleeve 50 which is mounted on the driving shaft 20 between the two gears 2t and This sleeve fits upon a lmigitudinally grooved enlarged part of shaft 20. and the sleeve Fill has tongues which slidahly fit the grooves. The hulls 21. 22. of the gears 21 and 22 are of the same dial'net-er as the enlarged part of the shaft. and have similar longitudinal grooves thereiurwln-refore by sliding this clutch sleeve forward it will come into interlocking engagenient with the huh oftlie gear 21.7whilc 'that embraces the gear it remains in interlocking engagement with and shaft 20.

I T his clutch sleeve has an external annular groove 51 which receives the fork-arms 53 fixed to an cndwisc movahle clutch'operatingrod 54; which extends out of the front end of the gen r case 16 to a point convenient,

for the driver to operate it and move it end- Another longitudinally movable rod 56 is provided within the case 16 with a fork 57 34- and this rod 56 extends out of the front end of the case 16 to a convenient point for the. driver to move the gear 34. forward or backward on shaft 30 as required to br ng about the desired results.

Having described my invention, I claim i 1. In an automobile transmission mechanism, the combination of a driving shaft, an intermediate shaft parallel tl1ereto.'mechanism constantly operated. to transmit motion from said intermediate shaft to the driving vwheels oft'he automobile, a pair of. spiral gears of different diameters; on the driving shaft. a pair of spiral of different diameters-on the intermediate shaft constantly in mesh with the spiral gears on the drivin shaft. the said'spiral gears being fast to one of said. shafts and being loosely mounted on the other shaft. means by which to connect either or neither ofthc last mentioned gears with the shaft upon which they are loosely niounteth. two gears fixed to one of said shafts. an idler gear in constant mesh with one of said gears, and a gear slulably mount,-

z-d upon the other. shaft and having a driving: connection therewith and adapted tohe moved into and out of engagement. with one ofthe last mentioned gears fixed to the shaft on which it is mounted or with the said,

idler 2. In an automobile transmission n1echanisnr. the combination of a hollow axle frame member. differential gearing rotataoly mounted therein. a casing fixed to and projecting forward from said axle frame member. a driving shaft rotatahly mounted in said casing on an axis at right angles to that of the differential gearing within the hollow axle frame 11H!lll tl. -;\\'lll(ii driving shaft projects forward out of the front end of said casing. an intermediate shaft parallel with said driving shaft rotatahly mounted within the said casing and projecting rearnardiv therefrom into thewln'illow axle. frame IllPlillJtl'. interlneshing gears secured respectivelvto the rearend of said intermediate shaft and to said differential gearing. a plurality of spiral gears upon the drivin an at iii-flit -Eerentiai gearing e from-e member, projects fOIWEiIfii out of easing, an i with said driv a: shaft within the said casing erwerd therefrom into at; said shaft, n are ions meted on being; a: transor? of eidi :fti for respectively to the e sh 2ft end to oiureiiiy of ere said gee casthe on one ofthe shafts" mounteo and the gears upon being fixed to said shaft, and one o'ithese loosely the shaft on which it is' 'pie'te thereof, said shaft being rotatably mounted in anti-friction bear-in which are supported on said partition ant on said ca. plate respeetivei", an intermediate sha. located for part within said casing and projecting rearwsrdiy therefrom into the hoiiow n 'ie frame member, anti-friction for said shaft which are supported the esp anti on said partition a pair of spiral gears for the driving shaft earn in. 211 b. with a companion gear upon ietermeomte shaft, the gears upon one of loosely mounted thereon 1 upon the other of said shafts being e toQ-eluteh me/Jhanism, other of :3" id "mite being fixed thereto, clutch mechanism eriepteri to connect either or neither of iooseijv mounted gears with the shaft ion whieh they are mounted, two gears red to the ehaft which said gears am mounted, an idler gear in constant with one of said fixed gears, a gear w- 1y moonteti upon the other shaft and hzwin ririving connection therewith and pifiti to mesh with said idler gear or with the fixed gear with whic-h the' idler does not or to he moved out of mesh with either, means for operating said cinteh, means for siidir' said sliding gear, different-is} mechanism oented within the axle frame mernioer, a gear-secured sing? and pro thereto, another gear secured to the rear end said can 1e intermediate shaft in constant mesh therewith.

8. A. motor vehicie transmission comprising drive and driven shafts, a pluralitj of constantiy meshing trains between saiaii shafts for difierentially driving in the same direction, said gear trains having not 'iion hearings widely relying ratios suitable for normal snp3ao.., ol on the conditions, a pinraiity, of intermita o sen? partition, cow ten 3; .ineshing geartrains also between said said hoiimv shafts for driving in either direction, said pi intermittently meshing gear trains having relitii'eiy greater ratios suitable'for abnormei driving conditions, and means for seieetiveiy eoupiing said shafts by said gear trains.

Y. motor vehieie transmission eomprisaaelectively coupling said ing drive and driven slmfts, "a piur'ality '01. constantly meshing difierentiai gear Mains .of not widelyvarying ra sins between-said shafts' suitable for normal driving cmldi- 5 tionsQa clutch fer selectiveiay summing the d5 not wn lely varying ratios constantly ceppled cmmtantl at Detroit, 26th day 0f January, 1920.

$4 one 0% said' shafts anl leeseiy upon the other of said shafts, an in -:rmit teimtly meshing ferward. am? revewe gear train always 0 ratirvely coupied: t0 bath shaffis, means 0r eiaiiiwiy camping; the meshing trains in the. G'Qhm? of said t0 pmvide, almrnative n a driving ratios, and means for m5; 'mtermltient-iy meshing 25mm ziai sctweiy mm forward or mvema gear.

In testimony Whsrenf E affix my signwkufe ayne Cmmty, Michigan @1115 ALANSON P. BRUSH, 

